Charging system, charging schedule determination method

Abstract

To provide a charging system and a charging schedule determination method that can cause a plurality of vehicles to perform charging according to appropriate schedules regardless of the system on a power feeding side.SOLUTION: A charging system includes a plurality of target vehicles. Each of the plurality of target vehicles includes a power storage device that can be charged using electric power from outside the vehicle. Each of the plurality of target vehicles has information indicating a schedule condition for determining a charging schedule based on the vehicle state. After the plurality of target vehicles mutually exchange information indicating the vehicle state before the plurality of target vehicles start charging, at least one of the plurality of target vehicles determines charging schedules for the plurality of target vehicles using the schedule condition and the vehicle state of each target vehicle.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present disclosure relates to a charging system and a charging schedule determination method.

Background Art

[0002] Japanese Unexamined Patent Application Publication No. 2020-065395 discloses a HEMS (Home Energy Management System) that charges a driving battery mounted on an electric vehicle (BEV).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The HEMS described in Patent Document 1 determines a charging schedule for a vehicle (e.g., a BEV). However, the proportion of houses equipped with HEMS is not necessarily high at present. In recent years, policies to promote vehicle electrification have been implemented in various countries from the perspective of environmental protection. However, the fact that the system on the power supply side (e.g., the residential side) does not support the charging schedule management of electric vehicles (hereinafter also referred to as "xEV") is one of the factors hindering the popularization of xEV. For example, in a form where a plurality of xEVs are owned in a single house, if the users of each xEV freely execute charging at an arbitrary timing, charging by a plurality of xEVs is likely to be executed simultaneously, which may exceed the electrical capacity determined for the above house (e.g., the main capacity of the distribution board or the contract capacity).

[0005] The present disclosure has been made to solve the above problems, and an object thereof is to provide a charging system and a charging schedule determination method capable of executing charging by a plurality of vehicles according to an appropriate schedule regardless of the system on the power supply side.

Means for Solving the Problems

[0006] According to an aspect according to the first aspect of the present disclosure, the following charging system is provided. (Item 1) The charging system includes a plurality of target vehicles. Each of the plurality of target vehicles includes a power storage device that can be charged using electric power from outside the vehicle. Each of the plurality of target vehicles holds information indicating schedule conditions for determining a charging schedule based on the vehicle state. Before starting charging by the plurality of target vehicles, after the plurality of target vehicles exchange information indicating their vehicle states with each other, at least one of the plurality of target vehicles determines the charging schedule of the plurality of target vehicles using the schedule conditions and the vehicle state of each target vehicle.

[0007] In the above charging system, at least one of the plurality of target vehicles to be charged determines the charging schedule of those target vehicles before starting charging. The charging schedule is determined using predetermined schedule conditions and the vehicle state of each target vehicle. For this reason, it is possible to prioritize the charging of target vehicles in a state that requires early charging. In addition, since the schedule conditions for determining the charging schedule are predetermined, fairness among users is high. In addition, before starting charging, information indicating the vehicle state (the state of the target vehicle) is exchanged between the target vehicles, so each target vehicle to be charged can confirm whether its charging schedule has been appropriately determined according to the above schedule conditions. Fairness is also ensured by such a configuration. And in the above charging system, the target vehicle to be charged determines the charging schedule before starting charging. For this reason, the above charging system can execute charging by a plurality of vehicles according to an appropriate schedule regardless of the system on the power supply side.

[0008] Among a plurality of target vehicles to be charged, in a form where one of the target vehicles determines the charging schedules of those target vehicles, that one target vehicle may transmit the determined charging schedule to other target vehicles. Alternatively, each of the plurality of target vehicles to be charged may determine the charging schedules of those target vehicles. Note that the charging schedule may include a charging period (e.g., a charging start time and a charging end time) or a charging order.

[0009] The target vehicle may be an electric vehicle (xEV) that uses electric power as all or part of the power source. xEVs include BEVs (battery electric vehicles), PHEVs (plug-in hybrid vehicles), FCEVs (fuel cell vehicles), and the like.

[0010] The plurality of target vehicles to be charged may exchange information indicating vehicle states with each other by direct communication between vehicles (V2V communication: vehicle-to-vehicle communication), or may exchange the above information with each other via another device (e.g., a computer on the cloud).

[0011] The charging system described in the first item above may have the configuration described in any one of the second to eighth items shown below.

[0012] (Second item) The charging system described in the first item further has the following features. The vehicle state includes the SOC (State Of Charge) of the power storage device. The schedule condition stipulates that charging of a target vehicle whose SOC of the power storage device is below the SOC reference value is prioritized. At least one of the plurality of target vehicles is configured to determine the charging order of the plurality of target vehicles so that charging of a target vehicle whose SOC of the power storage device is below the SOC reference value is preferentially started earlier.

[0013] According to the above configuration, it becomes possible to determine the charging schedule so as to prioritize charging of a target vehicle with insufficient SOC of the power storage device. As a result, it becomes difficult for each target vehicle to run out of power.

[0014] (3) The charging system according to claim 1 or 2 further has the following features. The schedule condition includes a charging time zone indicating the time zone during which charging by the target vehicle is executed. At least one of the plurality of target vehicles is configured to determine the charging start time and the charging end time of the plurality of target vehicles such that all charging of the plurality of target vehicles starts and ends within the charging time zone.

[0015] According to the above configuration, it becomes easier for the target vehicle to be charged in a convenient time zone by the user. The charging time zone may be a time zone with a low electricity rate (for example, a late-night time zone).

[0016] (4) The charging system according to any one of claims 1 to 3 further has the following features. The schedule condition includes an upper limit number indicating the number of target vehicles that can be charged simultaneously. At least one of the plurality of target vehicles is configured to determine the charging schedule of the plurality of target vehicles such that the number of target vehicles charged simultaneously does not exceed the upper limit number.

[0017] According to the above configuration, it becomes difficult for the number of target vehicles charged simultaneously to exceed a predetermined upper limit number. Thereby, it is suppressed that the total power value supplied to the plurality of target vehicles becomes excessively large.

[0018] (5) The charging system according to any one of claims 1 to 4 further has the following features. The schedule condition includes a first condition that defines charging to be prioritized based on the vehicle state, a second condition that defines charging to be postponed based on the vehicle state, and a preset priority order for each of the plurality of target vehicles. At least one of the plurality of target vehicles determines the charging schedule of the charging that does not fall into either the charging prioritized by the first condition or the charging postponed by the second condition for the charging schedule of the plurality of target vehicles using the above priority order.

[0019] According to the above configuration, it is possible to prioritize a predetermined charging according to the first condition. Also, it is possible to postpone a predetermined charging according to the second condition. Further, it is possible for users to arbitrarily set the priority order of chargings that do not fall under either the charging prioritized by the first condition or the charging postponed by the second condition, through discussion among themselves.

[0020] (Item 6) The charging system according to any one of Items 1 to 5 further has the following features. The charging system further includes a user terminal operable by the user of each of a plurality of target vehicles. The user terminal includes at least one of an in-vehicle terminal mounted on the target vehicle and a mobile terminal carried by the user of the target vehicle. The plurality of target vehicles share a charging schedule determined before the start of charging through mutual communication. The user terminal for each target vehicle is configured to display the charging schedule of the target vehicle.

[0021] According to the above configuration, each user can operate the user terminal to check the charging schedule of their own target vehicle.

[0022] (Item 7) The charging system according to any one of Items 1 to 6 further has the following features. When a target vehicle that has started charging the power storage device according to the charging schedule finishes charging the power storage device, it transmits a charging end signal to the target vehicle that is scheduled to start charging next according to the charging schedule, and the target vehicle that has received the charging end signal starts charging the power storage device.

[0023] According to the above configuration, it becomes easier for a plurality of target vehicles to execute charging according to the determined charging schedule.

[0024] (Item 8) The charging system according to any one of Items 1 to 7 further has the following features. The charging system further includes a plurality of power supply ports that receive power supply from a common distribution board. When a plurality of target vehicles attempt to charge a power storage device using the plurality of power supply ports, before the start of charging by the plurality of target vehicles, the determination of the charging schedule described above is executed. When a plurality of target vehicles attempt to charge the power storage device without using the plurality of power supply ports, the determination of the charging schedule described above is not executed.

[0025] According to the above configuration, it becomes easier to reduce the maximum demand power of the distribution board. As a result, it is suppressed that the demand power of the distribution board exceeds a predetermined capacity (for example, the capacity determined by a contract). Further, by reducing the maximum demand power of the distribution board, power load leveling is achieved.

[0026] According to the form according to the second aspect of the present disclosure, a charging schedule determination method shown below is provided.

[0027] (Item 9) The charging schedule determination method includes each of a plurality of target vehicles having information indicating schedule conditions performing charging preparation of a power storage device mounted on the target vehicle, and determining a charging schedule of the plurality of target vehicles before the start of charging by the plurality of target vehicles. Determining the charging schedule of the plurality of target vehicles includes one of the plurality of target vehicles acquiring information indicating the vehicle state from other target vehicles, and the one target vehicle using the schedule conditions and the vehicle state of each target vehicle to determine the charging schedule of the plurality of target vehicles.

[0028] Also in the above charging schedule determination method, similar to the charging system described above, the target vehicle to be charged determines the charging schedule before the start of charging. Therefore, according to the above charging schedule determination method, it is possible to execute charging by a plurality of vehicles at an appropriate schedule without relying on a system (such as HEMS) on the power supply side.

[0029] According to the aspect according to the third aspect of the present disclosure, a charging schedule determination method shown below is provided.

[0030] (Item 10) For each of a plurality of target vehicles having information indicating schedule conditions, the charging schedule determination method includes each of the plurality of target vehicles preparing for charging of a power storage device mounted on the target vehicle, and before the start of charging by the plurality of target vehicles, each of the plurality of target vehicles obtaining a charging schedule. Each of the plurality of target vehicles obtaining a charging schedule includes each of the plurality of target vehicles transmitting information indicating schedule conditions and vehicle states to a computer on the cloud, and each of the plurality of target vehicles receiving, from the computer, the charging schedule determined by the computer.

[0031] In the above charging schedule determination method, a computer on the cloud determines the charging schedule. And each target vehicle to be charged receives the charging schedule from the computer on the cloud before the start of charging. Therefore, according to the above charging schedule determination method, it is possible to execute charging by a plurality of vehicles according to an appropriate schedule without relying on a power supply side system (such as HEMS).

[0032] According to the aspect according to another aspect, a program for causing a computer to execute the method according to Item 9 or Item 10 is provided. According to the aspect according to still another aspect, a computer device including a storage device that stores the program and a processor that executes the program stored in the storage device is provided.

Advantages of the Invention

[0033] According to the present disclosure, it is possible to provide a charging system and a charging schedule determination method capable of executing charging by a plurality of vehicles according to an appropriate schedule without relying on a power supply side system.

Brief Description of the Drawings

[0034]

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Embodiments for Carrying Out the Invention

[0035] Embodiments of the present disclosure will be described in detail with reference to the drawings. In the figures, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated.

[0036] FIG. 1 is a diagram showing a schematic configuration of a charging system according to an embodiment of the present disclosure. Referring to FIG. 1, the charging system according to this embodiment is applied to a building 300. In this embodiment, the building 300 is a house where users U1 and U2 live. Specifically, the building 300 is a single-family house. The users U1 and U2 may be a family (for example, a couple, parent-child, or siblings). However, it is not limited thereto, and the building 300 may be an apartment building or a building other than a house.

[0037] The building 300 receives power supply from a power system 700. The power system 700 includes a power grid 710 and a substation system 720. The power grid 710 supplies power to a predetermined area via the substation system 720. The building 300 is located within the predetermined area. The power grid 710 is a power grid constructed by power transmission and distribution facilities. A plurality of power generation plants (not shown) are connected to the power grid 710. The power grid 710 receives power supply from those power generation plants. The substation system 720 includes various substation facilities for converting the generated power into power suitable for each consumer. The substation system 720 may include a primary substation, a distribution substation, and a pole-mounted transformer. A UFR (frequency drop relay) may be installed for each substation feeder. The power system 700 supplies alternating current power (for example, single-phase or three-phase alternating current power).

[0038] The building 300 includes a distribution board 320 and power outlet devices 330A and 330B. The distribution board 320 receives power supply from the power system 700. A smart meter 310 is installed between the power system 700 and the distribution board 320. The amount of power supplied from the power system 700 to the building 300 is measured by the smart meter 310 installed at the power receiving point. The measured amount of power may be used for calculating the electricity bill. Note that the building 300 according to this embodiment does not include a HEMS (Home Energy Management System).

[0039] The distribution board 320 outputs the power supplied from the power system 700 to each of a plurality of power outlets (not shown) installed indoors and the power outlet devices 330A and 330B that output power outdoors. The building 300 further includes power loads (for example, lighting devices, air conditioning equipment, heating appliances, cooking appliances, information devices, televisions, refrigerators, and washing machines) that receive power supply from the indoor power outlets. The power outlet devices 330A and 330B receive power supply from the common distribution board 320 and function as power supply ports for xEV (electric vehicles).

[0040] The charging system according to this embodiment further includes vehicles 100A and 100B, and mobile terminals 500A and 500B. Vehicles 100A and 100B are managed within the site of building 300. Each of vehicles 100A and 100B corresponds to an example of the "target vehicle" according to the present disclosure. Users U1 and U2 respectively correspond to the owners of vehicles 100A and 100B. Vehicles 100A and 100B are each used daily by users U1 and U2. Each of vehicles 100A and 100B is, for example, a battery electric vehicle (BEV) without an internal combustion engine. Although details will be described later, users U1 and U2 can charge the power storage devices mounted on vehicles 100A and 100B using outlet devices 330A and 330B (see FIG. 2). Users U1 and U2 can electrically connect vehicles 100A and 100B to outlet devices 330A and 330B using charging cables 340A and 340B. Each of outlet devices 330A and 330B may be configured to correspond to only one of vehicles 100A and 100B, or may be configured to correspond to both of vehicles 100A and 100B.

[0041] Mobile terminals 500A and 500B are each carried by users U1 and U2. In this embodiment, a smartphone equipped with a touch panel display is adopted as each of mobile terminals 500A and 500B. Each mobile terminal incorporates a computer. Application software for using the charging system is installed on each mobile terminal. However, it is not limited thereto, and any mobile terminal can be adopted as each of mobile terminals 500A and 500B. For example, a laptop, a tablet terminal, a wearable device (such as a smartwatch or smart glasses), or an electronic key can also be adopted.

[0042] Hereinafter, each target vehicle and each power supply facility included in the charging system will be described with reference to FIG. 2. In this embodiment, vehicles 100A and 100B, outlet devices 330A and 330B, and charging cables 340A and 340B have the configurations shown in FIG. 2 described below. Hereinafter, when not distinguished, each of vehicles 100A and 100B will be referred to as "vehicle 100", each of outlet devices 330A and 330B will be referred to as "outlet device 330", and each of charging cables 340A and 340B will be referred to as "charging cable 340". FIG. 2 is a diagram showing the configurations of vehicle 100, outlet device 330, and charging cable 340, respectively.

[0043] Referring to FIG. 2, vehicle 100 includes battery 11, SMR (System Main Relay) 12, MG (Motor Generator) 20, PCU (Power Control Unit) 22, inlet 60, charger 61, charging relay 62, start switch 70, HMI 81, navigation system (hereinafter also referred to as "NAVI") 82, communication device 90, and electronic control unit (hereinafter referred to as "ECU (Electronic Control Unit)") 150. Each of SMR 12, PCU 22, inlet 60, charger 61, and charging relay 62 is controlled by ECU 150. The configuration of ECU 150 will be described later (see FIG. 3).

[0044] Battery 11 is configured to be chargeable using power from outside vehicle 100. Vehicle 100 is configured to be able to travel using the power stored in battery 11. As battery 11, a known vehicle power storage device (for example, a liquid secondary battery, an all-solid-state secondary battery, or a battery pack) can be adopted. Examples of vehicle secondary batteries include lithium-ion batteries and nickel-metal hydride batteries. Battery 11 according to this embodiment corresponds to an example of the "power storage device" according to the present disclosure.

[0045] Vehicle 100 further includes a BMS (Battery Management System) 11a that monitors the state of the battery 11 (e.g., voltage, current, and temperature). The ECU 150 can obtain the state of the battery 11 (e.g., temperature, current, voltage, SOC (State Of Charge), and SOH (State of Health)) based on the output of the BMS 11a. The SOC indicates the remaining battery charge, and for example, represents the ratio of the current battery charge to the full charge capacity as a percentage from 0 to 100%. The SOH indicates the soundness or degree of deterioration, and for example, represents the ratio of the current full charge capacity to the initial full charge capacity as a percentage from 0 to 100%.

[0046] The outlet device 330 is configured to receive power supply from the power system 700 and supply power. The outlet device 330 may output AC power with a voltage of 100V or 200V. The charging cable 340 includes a plug 341, a control box 342, and a connector 343. The outlet device 330 includes an outlet that is detachable from the plug 341. The plug 341 is connected to the outlet of the outlet device 330 and receives AC power from the connected outlet. The AC power output by the outlet device 330 to the plug 341 (input end) is output to the connector 343 (output end) via the control box 342.

[0047] Vehicle 100 includes an inlet 60 to which the connector 343 is detachable. When the plug 341 is inserted into the outlet of the outlet device 330 and the connector 343 is connected to the inlet 60 of the parked vehicle 100, the vehicle 100 is electrically connected to the power system 700 via the outlet device 330 (hereinafter, also referred to as the "plug-in state"). On the other hand, for example, during the running of the vehicle 100, the vehicle 100 is in a state of not being electrically connected to the power system 700 (hereinafter, also referred to as the "plug-out state"). Note that the vehicle 100 may include a plurality of inlets so as to be compatible with a plurality of power supply methods (e.g., AC method and DC method).

[0048] The charger 61 charges the battery 11 using the power input from the outlet device 330 through the charging cable 340 to the inlet 60. The charger 61 includes a power conversion circuit. In this embodiment, the outlet device 330 does not include an AC / DC conversion circuit, and the charger 61 (in-vehicle charger) includes an AC / DC conversion circuit (inverter). The outlet device 330 also does not include a communication device and has a simple configuration. The charging relay 62 switches the connection / disconnection of the circuit from the inlet 60 to the battery 11. The vehicle 100 further includes a sensor module 61a that monitors the state (e.g., current, voltage, and temperature) of the charger 61. The charger 61 and the charging relay 62 are located between the inlet 60 and the battery 11. In this embodiment, a charging line including the inlet 60, the charger 61, and the charging relay 62 is connected between the SMR 12 and the PCU 22. However, it is not limited to this, and a charging line may be connected between the battery 11 and the SMR 12.

[0049] The vehicle 100 is configured to be able to perform external charging (i.e., charging the battery 11 with power from outside the vehicle). During external charging, the charger 61 converts the power received by the inlet 60 (e.g., AC power) into DC power suitable for charging the battery 11 and outputs the converted DC power to the battery 11.

[0050] The PCU 22 drives the MG 20 using the power supplied from the battery 11. The PCU 22 includes, for example, an inverter and a DC / DC converter. The MG 20 functions as a driving motor for the vehicle 100. The MG 20 is driven by the PCU 22 to rotate the driving wheels of the vehicle 100. Also, the MG 20 performs regenerative power generation and outputs the generated power to the battery 11. The vehicle 100 further includes a motor sensor 21 that monitors the state (e.g., current, voltage, and temperature) of the MG 20. Note that the number of driving motors provided in the vehicle 100 is arbitrary and may be one, two, or three or more. The driving motor may be a wheel motor.

[0051] SMR12 switches the connection / cutoff of the circuit from the battery 11 to the PCU 22. When the vehicle 100 is running, SMR12 is in the closed state (connected state), and the charging relay 62 is in the open state (cutoff state). When power is exchanged between the battery 11 and the inlet 60, both SMR12 and the charging relay 62 are in the closed state (connected state).

[0052] The HMI 81 includes an input device and a display device. The HMI 81 may include a touch panel display. The HMI 81 may include a meter panel and / or a head-up display. The HMI 81 may include a smart speaker that accepts voice input.

[0053] The NAVI 82 is configured to include a touch panel display, a GPS (Global Positioning System) sensor, a processor, and a storage device (none of which are shown in the figure). The storage device stores map information. The NAVI 82 performs a route search to find an optimal route (e.g., the shortest route) from the current position of the vehicle 100 to the destination with reference to the map information. The NAVI 82 may sequentially update the map information by OTA (Over The Air).

[0054] The communication device 90 is configured to include various communication I / Fs. The ECU 150 communicates with devices external to the vehicle 100 through the communication device 90. The communication device 90 includes a wireless communication device for V2V communication (direct communication between vehicles). The vehicle 100A and the vehicle 100B shown in FIG. 1 are configured to perform wireless communication between vehicles through the communication devices 90 (V2V communication I / Fs) mounted on both vehicles. The communication range of V2V communication may be, for example, large enough to cover the entire site of the building 300. For example, if both the vehicle 100A and the vehicle 100B are within the site of the building 300, these vehicles can communicate directly.

[0055] The communication device 90 further includes a communication I / F for directly communicating with the mobile terminal 500 existing within the vehicle or in the vicinity of the vehicle. The communication device 90 and the mobile terminal 500 may perform short-range communication such as wireless LAN (Local Area Network), NFC (Near Field Communication), or Bluetooth (registered trademark). The communication device 90 may communicate only with the mobile terminal 500 (for example, the user terminal of the vehicle 100) registered in the communication device 90 in advance. For example, the communication device 90 of the vehicle 100A (FIG. 1) may be configured to communicate with the mobile terminal 500A but not with the mobile terminal 500B.

[0056] Note that the communication device 90 may further include a wireless communication device that can access a communication network (for example, a wide-area network constructed by the Internet and a wireless base station). The communication device 90 may include a DCM (Data Communication Module). The vehicle 100 (communication device 90) may communicate with the mobile terminal 500 via a wide-area network.

[0057] The on (operation) / off (stop) of the vehicle system (the system that controls the vehicle 100) including the ECU 150 is switched by the user operating the start switch 70. The start switch 70 is installed, for example, in the passenger compartment of the vehicle 100. When the start switch 70 is turned on, the vehicle system is started. Also, when the vehicle system is operating and the start switch 70 is turned off, the vehicle system enters a stopped state. However, in the vehicle 100 while it is running, turning off the start switch 70 is prohibited. Generally, the start switch of a vehicle is referred to as a "power switch" or an "ignition switch", etc.

[0058] FIG. 3 is a diagram for explaining the configuration of the ECU 150. Referring to FIG. 3, the ECU 150 includes a processor 151, a RAM (Random Access Memory) 152, and a storage device 153. As the processor 151, for example, a CPU (Central Processing Unit) can be adopted. The storage device 153 is configured to be able to store the stored information. The storage device 153 may include a rewritable non-volatile memory. In addition to the program, information used in the program (for example, maps, mathematical formulas, and various parameters) is stored in the storage device 153. Note that the number of processors included in the ECU 150 is arbitrary, and a processor may be prepared for each control section.

[0059] The ECU 150 includes a communication section P1, a planning section P2, and a charge control section P3. In the ECU 150, for example, each of the above sections is realized by the processor 151 and a program executed by the processor 151. However, it is not limited to this, and each of these sections may be realized by dedicated hardware (electronic circuit).

[0060] The communication section P1 performs V2V communication (vehicle-to-vehicle communication) with the target vehicle. The communication section P1 shares information between the target vehicles by V2V communication. In addition, the communication section P1 performs wireless communication with the mobile terminal 500. The communication section P1 receives the schedule conditions and vehicle setting information input by the user to the mobile terminal 500 from the mobile terminal 500 and stores them in the storage device 153.

[0061] The vehicle setting information includes a boundary value (hereinafter referred to as "SOC reference value") indicating whether or not the SOC of the battery 11 is insufficient and an upper limit SOC value (hereinafter referred to as "target SOC value") at which the charging of the battery 11 ends. The SOC reference value may be a fixed value (for example, about 20% to 40%) or may be variable according to the destination set in the NAVI 82. The target SOC value may be an SOC value indicating full charge.

[0062] The scheduling conditions include information about the target vehicles (e.g., identification information, communication address, and priority), the upper limit of the number of target vehicles that can be charged simultaneously (hereinafter referred to as the "simultaneous charging number"), the time period during which charging of the target vehicles is executed (hereinafter referred to as the "charging time period"), the conditions for specifying priority charging based on the vehicle state (hereinafter referred to as the "priority conditions"), and the conditions for specifying postponed charging based on the vehicle state (hereinafter referred to as the "postponed conditions").

[0063] The target vehicles in this embodiment are two vehicles 100A and 100B. Vehicle 100A has a higher priority than vehicle 100B. In FIG. 3, xEV1 and xEV2 respectively represent vehicle 100A and vehicle 100B. The simultaneous charging number is, for example, one. The charging time period is, for example, a time period such as 0:00 to 7:00.

[0064] The priority conditions in this embodiment stipulate that charging of target vehicles whose state of charge (SOC) of the energy storage device (battery 11) is below the SOC reference value is prioritized. The SOC reference value is set for each target vehicle. The SOC reference value is indicated by the vehicle setting information for each target vehicle.

[0065] The postponed conditions in this embodiment stipulate that charging of target vehicles having factors that prevent the start of charging is postponed. Examples of factors that prevent the start of charging include abnormalities related to charge control and charge limitations.

[0066] The planning unit P2 determines the charging schedules of a plurality of target vehicles (vehicles 100A and 100B) using the above scheduling conditions and vehicle setting information. The charging schedules determined by the planning unit P2 indicate, for each target vehicle, the charging period (e.g., the charging start time and the charging end time) and the charging order. The charging schedules are transmitted by the communication unit P1. The method for determining the charging schedules will be described later (see FIGS. 6 to 8).

[0067] The charge control unit P3 executes the charge control of the battery 11. When a predetermined charge start condition is satisfied, the charge control unit P3 basically executes charging so that the SOC of the battery 11 becomes the target SOC value. However, when a predetermined limit condition is satisfied, the charge control unit P3 executes charge limitation. For example, when the temperature of the battery 11 is equal to or higher than a predetermined temperature and the SOC of the battery 11 is equal to or higher than a predetermined SOC value, the charge control unit P3 executes charge limitation. Each of the predetermined temperature and the predetermined SOC value may be a fixed value or may be variable based on a map. During charge limitation, charging of the battery 11 is prohibited.

[0068] FIG. 4 is a flowchart showing an example of a series of processes executed by the target vehicle to acquire a charge schedule before starting charging. The processes shown in this flowchart are executed by the ECU 150 of the target vehicle when the start time of the charging time zone approaches while the target vehicle is in a parked state. The processing start timing may be a timing counted back a predetermined time from the start time of the charging time zone. The series of processes shown in FIG. 4 are executed for each target vehicle. "S" in the flowchart means step.

[0069] Referring to FIG. 4 together with FIG. 3, in S11, the ECU 150 detects the position and state of the target vehicle (own vehicle) using the detection results of in-vehicle sensors. The states detected in S11 include the SOC of the battery 11 and the state regarding the chargeability of the battery 11 (for example, the presence or absence of charge limitation and the presence or absence of an abnormality related to charge control).

[0070] In S12, the ECU 150 determines whether the target vehicle (own vehicle) is within the premises of the building 300 based on the vehicle position detected in S11. When the target vehicle is within the premises of the building 300 (YES in S12), the ECU 150 determines in S13 whether the charging preparation of the target vehicle (own vehicle) is complete. In this embodiment, when both the target vehicle being in a plugged-in state (the first preparation requirement) and there being no factor preventing the start of charging in the target vehicle (the second preparation requirement) are satisfied, it is determined as YES in S13, and when either requirement is not satisfied, it is determined as NO in S13. For example, the fact that the charging preparation of the vehicle 100A shown in FIG. 1 is complete means that the vehicle 100A is electrically connected to the outlet device 330A and there is no factor (such as charging restriction, abnormality, etc.) preventing the start of charging in the vehicle 100A.

[0071] When the charging preparation of the target vehicle is complete (YES in S13), the ECU 150 determines in S14 whether there is another target vehicle (other vehicle) around the target vehicle (own vehicle). In this embodiment, when there is another target vehicle (other vehicle) within the communication range of V2V communication, it is determined as YES in S14. For example, the vehicle 100A shown in FIG. 1 attempts V2V communication with the vehicle 100B, and if the V2V communication with the vehicle 100B is established, it is determined as YES in S14, and if the V2V communication with the vehicle 100B is not established, it is determined as NO in S14.

[0072] When it is determined as YES in S14, the ECU 150 performs V2V communication with other target vehicles (other vehicles) detected in S14 in S15 and shares information between vehicles. A plurality of target vehicles (vehicles 100A and 100B) exchange information with each other by V2V communication. Specifically, when the vehicle 100A and the vehicle 100B shown in FIG. 1 are parked within the site of the building 300, each vehicle executes a series of processes shown in FIG. 4. For example, in S15, the vehicle 100A transmits information including the position and state of the vehicle 100A (own vehicle) detected in S11 to the vehicle 100B (other vehicle), and receives information including the position and state of the vehicle 100B from the vehicle 100B. In this way, information is shared between the vehicle 100A and the vehicle 100B. The information shared here further includes the schedule conditions and vehicle setting information shown in FIG. 3 in addition to the position and state of the above target vehicle. If the schedule conditions are updated in any of the target vehicles and the schedule conditions do not match between the target vehicles, each target vehicle may overwrite the held schedule conditions with the schedule conditions with the latest update date and time. Thereby, the schedule conditions are made common among the target vehicles. Also, the vehicle setting information held by each target vehicle can be updated by the above information sharing.

[0073] After the process of S15 above, the ECU 150 determines in S16 whether the target vehicle (own vehicle) corresponds to the master vehicle. In this embodiment, among the plurality of target vehicles (including the own vehicle and other vehicles) that shared information in S15, the target vehicle with the highest priority shown by the schedule conditions (FIG. 3) is set as the master vehicle. For example, when the vehicle 100A and the vehicle 100B shown in FIG. 1 shared information in S15, the vehicle 100A with a higher priority than the vehicle 100B becomes the master vehicle. However, it is not limited to this, and the criteria for selecting the master vehicle from a plurality of target vehicles can be arbitrarily set.

[0074] When the target vehicle is the master vehicle (YES in S16), in S17, the ECU 150 uses the schedule conditions (Figure 3) stored in the in-vehicle storage device 153 of its own vehicle and the vehicle state of each of the plurality of target vehicles that shared information in S15 (acquired in S11 and S15) to determine the charging schedules of those plurality of target vehicles. The method for determining the charging schedule will be described later (see Figures 6 to 8).

[0075] After the process of S17 above, in S18, the ECU 150 performs V2V communication with other target vehicles (other vehicles) and shares the determined charging schedules between vehicles. For example, the vehicle 100A (master vehicle) shown in Figure 1 transmits the charging schedule of the vehicle 100B (slave vehicle) determined in S17 to the vehicle 100B in S18.

[0076] On the other hand, when the target vehicle is a slave vehicle (NO in S16), the ECU 150 shares the charging schedule in S18 without determining the charging schedule. For example, the vehicle 100B (slave vehicle) shown in Figure 1 receives, in S18, the charging schedule of the vehicle 100B (its own vehicle) determined by the vehicle 100A (master vehicle) from the vehicle 100A. Each target vehicle may transmit its own vehicle's charging schedule to the corresponding mobile terminal 500. The mobile terminal 500 displays the received charging schedule.

[0077] When the process of S18 is executed, the series of processes shown in FIG. 4 ends. Also, when it is determined as NO in S12 or S13, the series of processes shown in FIG. 4 ends without executing the processes of S15 to S18. Further, when it is determined as NO in S14, instead of the processes of S15 to S18, after the process of S19 described below is executed, the series of processes shown in FIG. 4 ends. In this embodiment, when a plurality of target vehicles attempt to charge a power storage device using a plurality of power supply ports (outlet devices 330) provided in the building 300 (YES in S12 to S14), before the start of charging by the plurality of target vehicles, determination of a charging schedule (S17) is executed. On the other hand, when a target vehicle attempts to charge a power storage device without using the power supply port (outlet device 330) provided in the building 300 (NO in S12), determination of a charging schedule (S17) is not executed.

[0078] In S19, the ECU 150 determines the charging schedule (including the charging start time) of the own vehicle based on the charging time zone (FIG. 3) without considering the state of other vehicles. For example, the ECU 150 may set the start time of the charging time zone as the charging start time.

[0079] FIG. 5 is a diagram for explaining an example of the process related to information sharing and charging schedule determination shown in FIG. 4 (S15 to S18 in FIG. 4). Referring to FIG. 5, in S15 of FIG. 4, schedule conditions (information regarding target vehicles, number of simultaneous charging stations, charging time zone, priority conditions, and deferral conditions), vehicle setting information (SOC reference value and target SOC value), vehicle position, and vehicle state are shared between the vehicle 100A and the vehicle 100B. Thereby, the schedule conditions are made common between the vehicle 100A and the vehicle 100B, and the vehicle 100A and the vehicle 100B can grasp each other's vehicle setting information, vehicle position, and vehicle state.

[0080] In the example shown in FIG. 5, vehicle 100A becomes the master vehicle, determines the charging schedules of vehicles 100A and 100B in S17 of FIG. 4, and transmits the charging schedule of vehicle 100B to vehicle 100B in S18 of FIG. 4. On the other hand, vehicle 100B becomes the slave vehicle and receives the charging schedule of vehicle 100B from vehicle 100A in S18 of FIG. 4.

[0081] In this embodiment, the planning unit P2 of the ECU 150 mounted on the target vehicle (master vehicle) determines the charging schedule according to the above schedule conditions. The planning unit P2 determines the charging order of a plurality of target vehicles (vehicles 100A and 100B) so that the charging of the target vehicle whose SOC of the power storage device (battery 11) is below the SOC reference value is preferentially started earlier. The planning unit P2 determines the charging start time and the charging end time of the plurality of target vehicles so that all the charging of the plurality of target vehicles (vehicles 100A and 100B) starts and ends within the charging time zone. The planning unit P2 determines the charging schedules of a plurality of target vehicles (vehicles 100A and 100B) so that the number of target vehicles charging simultaneously does not exceed the number of simultaneous charging stations.

[0082] In the schedule conditions, the priority condition (first condition) defines the charging to be prioritized using the SOC (vehicle state) of the battery 11, and the deferral condition (second condition) defines the charging to be deferred using the state (vehicle state) regarding the chargeability of the battery 11. The planning unit P2 determines the charging schedules of a plurality of target vehicles (vehicles 100A and 100B) so that the charging defined by the priority condition is preferentially started earlier. Also, the planning unit P2 determines the charging schedules of a plurality of target vehicles (vehicles 100A and 100B) so that the charging defined by the deferral condition is deferred.

[0083] Furthermore, the information regarding the target vehicles includes the priority order preset for each of the plurality of target vehicles (Vehicles 100A and 100B). In this embodiment, the priority order is, in descending order of priority, Vehicle 100A and then Vehicle 100B. The Planning Unit P2 determines the schedule of charging that does not fall under either the charging prioritized by the priority conditions or the charging postponed by the deferral conditions using the above-described priority order.

[0084] Hereinafter, an example of the charging schedule determined as described above will be described with reference to FIGS. 6 to 8. Note that "t" in the time chart means timing. In FIGS. 6 to 8, the first timings (t11, t21, t31) indicate the timings at which the series of processes shown in FIG. 4 are executed by each of Vehicles 100A and 100B. Also, the upper graphs (lines L11, L21, L31) show the transition of the SOC of the battery 11 mounted on Vehicle 100A (hereinafter also referred to as "the SOC of xEV1"), and "Th11" and "Th12" respectively indicate the SOC reference value and the target SOC value set for Vehicle 100A (xEV1). The lower graphs (lines L12, L22, L32) show the transition of the SOC of the battery 11 mounted on Vehicle 100B (hereinafter also referred to as "the SOC of xEV2"), and "Th21" and "Th22" respectively indicate the SOC reference value and the target SOC value set for Vehicle 100B (xEV2). Hereinafter, the plurality of chargings set in one charging schedule will be denoted as "First Charging", "Second Charging", "Third Charging",... in order from the earliest.

[0085] FIG. 6 is a time chart showing a first example of the charging schedule. Note that at t11, it is assumed that neither Vehicle 100A nor Vehicle 100B has a factor preventing the start of charging.

[0086] Referring to FIG. 6, in this charging schedule, first, a first charge (line L11) for increasing the SOC of xEV1 to Th11 is set in the period from the start time (t12) to t13 of the charging time zone. In the period from t13 to t14, a second charge (line L12) for increasing the SOC of xEV2 to Th21 is set. Specifically, at t11, the SOC of xEV1 is lower than Th11, and the SOC of xEV2 is lower than Th21. Therefore, the first charge and the second charge are preferentially set according to the priority conditions. Further, the first charge is prioritized over the second charge according to the priority order of vehicles 100A and 100B.

[0087] Subsequently, in the period from t14 to t15, a third charge (line L11) for increasing the SOC of xEV1 to Th12 is set, and in the period from t15 to t16, a fourth charge (line L12) for increasing the SOC of xEV2 to Th22 is set. The third charge is prioritized over the fourth charge according to the priority order of vehicles 100A and 100B.

[0088] FIG. 7 is a time chart showing a second example of the charging schedule. At t21, it is assumed that neither vehicle 100A nor 100B has a factor preventing the start of charging.

[0089] Referring to FIG. 7, in this charging schedule, first, a first charge (line L22) for increasing the SOC of xEV2 to Th21 is set in the period from the start time (t22) to t23 of the charging time zone. Specifically, at t21, the SOC of xEV1 is higher than Th11, and the SOC of xEV2 is lower than Th21. Therefore, the first charge is preferentially set according to the priority conditions.

[0090] Subsequently, in the period from t23 to t24, a second charge (line L21) for increasing the SOC of xEV1 to Th12 is set, and in the period from t24 to t25, a third charge (line L22) for increasing the SOC of xEV2 to Th22 is set. The second charge is prioritized over the third charge according to the priority order of vehicles 100A and 100B.

[0091] FIG. 8 is a time chart showing a third example of the charging schedule. Note that at t31, vehicle 100A is executing a charging limit, and it is assumed that vehicle 100B has no factor preventing the start of charging.

[0092] Referring to FIG. 8, in this charging schedule, first, a first charge (line L32) for increasing the SOC of xEV2 to Th22 is set during the period from the start time (t32) to t33 of the charging time zone, and a second charge (line L31) for increasing the SOC of xEV1 to Th12 is set during the period from t34 to the end time (t35) of the charging time zone. Specifically, at t31, vehicle 100A has a factor preventing the start of charging. For this reason, the second charge is postponed according to the postponement condition.

[0093] FIG. 9 is a flowchart showing the charging control for the first charge. The ECU150 of the target vehicle to which the first charge is assigned in the charging schedule executes a series of processes shown in FIG. 9 described below, for example, following S18 in FIG. 4.

[0094] Referring to FIG. 9 together with FIG. 3, in S21, the ECU150 determines whether the start time of the first charge (for example, t12, t22, t32 shown in FIGS. 6 to 8) indicated by the charging schedule shared in S18 of FIG. 4 has arrived. When the start time of the first charge arrives (YES in S21), the process proceeds to S22.

[0095] In S22, the ECU 150 executes charging of the battery 11 of the host vehicle. Specifically, the ECU 150 controls the charger 61 so that the battery 11 is charged by the power input from the outlet device 330 to the inlet 60 (see FIG. 2). In the subsequent S23, the ECU 150 notifies other target vehicles (other vehicles) by V2V communication that the target vehicle (host vehicle) is in the execution of the first charging. At the start of the first charging, each target vehicle may notify the corresponding mobile terminal 500 of the start of the first charging. The received mobile terminal 500 may pop-up display a message notifying the start of the first charging.

[0096] In S24, the ECU 150 determines whether or not the above charging has been completed. In this embodiment, while the SOC of the battery 11 does not reach the target SOC value (vehicle setting information), it is determined as NO in S24, and S22 to S24 are repeated. On the other hand, when the SOC of the battery 11 reaches the target SOC value, it is determined as YES in S24, and the process proceeds to S25. However, this is not limited thereto, and the ECU 150 may determine whether or not a limit condition is satisfied during charging, and may also determine as YES in S24 even when the limit condition is satisfied.

[0097] In S25, the ECU 150 notifies other target vehicles (other vehicles) by V2V communication that the first charging by the target vehicle (host vehicle) has ended. Further, each target vehicle may notify the corresponding mobile terminal 500 of the end of the first charging. The received mobile terminal 500 may pop-up display a message notifying the end of the first charging.

[0098] FIG. 10 is a flowchart showing charging control for charging after the first charging. The ECU 150 of a target vehicle to which charging after the first charging is assigned in the charging schedule executes a series of processes shown in FIG. 10 described below, for example, following S18 in FIG. 4.

[0099] Referring to FIG. 10 together with FIG. 3, in S31, the ECU 150 determines whether it has received a notification of the end of the previous charging. For example, when the ECU 150 of the target vehicle assigned the second charging receives the notification of the end of the first charging (S25 in FIG. 9), it determines YES in S31. When it is determined YES in S31, the process proceeds to S32.

[0100] In S32, the ECU 150 executes charging of the battery 11 of the own vehicle. In the subsequent S33, the ECU 150 notifies other target vehicles (other vehicles) by V2V communication that the charging assigned to the target vehicle (own vehicle) is in progress. Similar to S23 in FIG. 9, at the start of charging, each target vehicle may notify the start of charging to the mobile terminal 500, and the mobile terminal 500 that has received the notification may display predetermined information.

[0101] In S34, the ECU 150 determines whether the above charging has been completed, similar to S24 in FIG. 9. When it is determined YES in S34, the ECU 150 notifies other target vehicles (other vehicles) by V2V communication that the charging by the target vehicle (own vehicle) has ended in S35. Further, similar to S25 in FIG. 9, each target vehicle may notify the end of charging to the mobile terminal 500, and the mobile terminal 500 that has received the notification may display predetermined information.

[0102] As described above, in the charging system according to this embodiment, when the target vehicle that has started charging the power storage device (battery 11) according to the charging schedule finishes charging the power storage device, it transmits a charging end signal to the target vehicle that is scheduled to start the next charging according to the charging schedule (S25 in FIG. 9), and the target vehicle that has received the charging end signal starts charging the power storage device (battery 11) (see FIG. 10).

[0103] In the above description, the charging control by the target vehicle that shared the charging schedule was explained. FIG. 11 is a flowchart showing the charging control when the target vehicle executes charging alone without sharing the charging schedule. The ECU 150 of each target vehicle executes a series of processes shown in FIG. 11 described below when a predetermined charging start condition is satisfied without sharing the charging schedule (S18 in FIG. 4). For example, when the charging start time determined in S19 of FIG. 4 arrives, the charging start condition is satisfied. Also, when the charging preparation of the target vehicle (own vehicle) is completed after determining NO in S13 of FIG. 4, the charging start condition is satisfied.

[0104] Referring to FIG. 11 together with FIG. 3, in S41, the ECU 150 determines whether the target vehicle (own vehicle) is present within the site of the building 300. If the target vehicle is not present within the site of the building 300 (NO in S41), the ECU 150 executes charging control according to the position (charging location) of the target vehicle in S47. For example, when the user charges using a public EVSE (Electric Vehicle Supply Equipment), the ECU 150 may execute charging control of the battery 11 according to the user operation on the EVSE.

[0105] On the other hand, if the target vehicle is present within the site of the building 300 (YES in S41), the ECU 150 determines in S42 whether another target vehicle (other vehicle) is charging within the site of the building 300. The ECU 150 may determine whether another target vehicle is charging within the site of the building 300 based on whether it has received a "charging" notification (S23 in FIG. 9, S33 in FIG. 10, or S44 described later) from another target vehicle. If another target vehicle is charging within the site of the building 300 (YES in S42), the series of processes shown in FIG. 11 ends. Thereafter, when the ECU 150 receives a charging end notification (S25 in FIG. 9, S35 in FIG. 10, or S46 described later) from another target vehicle and the charging start condition is satisfied again, the series of processes shown in FIG. 11 may be started.

[0106] If no other target vehicle is charging within the premises of building 300 (NO in S42), the ECU 150 executes charging of the battery 11 of the host vehicle in S43. In the subsequent S44, the ECU 150 notifies other target vehicles (other vehicles) that the target vehicle (host vehicle) is charging. Similar to S23 in FIG. 9, at the start of charging, each target vehicle may notify the mobile terminal 500 of the start of charging, and the mobile terminal 500 that has received the notification may display predetermined information.

[0107] In the subsequent S45, the ECU 150 determines whether or not the above charging has been completed, similar to S24 in FIG. 9. If it is determined YES in S45, the ECU 150 notifies other target vehicles (other vehicles) in S46 that charging by the target vehicle (host vehicle) has ended. Further, similar to S25 in FIG. 9, each target vehicle may notify the mobile terminal 500 of the end of charging, and the mobile terminal 500 that has received the notification may display predetermined information.

[0108] FIG. 12 is a diagram for explaining an example of the charging schedule determination method according to this embodiment.

[0109] Referring to FIGS. 1 to 3 and FIG. 12 together, in the charging schedule determination method according to this embodiment, users U1 and U2 respectively set schedule conditions for vehicles 100A and 100B using mobile terminals 500A and 500B (see FIG. 3). For this reason, each of vehicles 100A and 100B holds information indicating the schedule conditions. Then, user U1 parks vehicle 100A within the premises of building 300 (specifically, near the outlet device 330A), and connects the parked vehicle 100A to the outlet device 330A via a charging cable 340A (see FIGS. 1 and 2). Thereby, vehicle 100A becomes a plugged-in state. Also, user U2 parks vehicle 100B within the premises of building 300 (specifically, near the outlet device 330B), and connects the parked vehicle 100B to the outlet device 330B via a charging cable 340B (see FIGS. 1 and 2). Thereby, vehicle 100B also becomes a plugged-in state, and the charging preparation of the battery 11 is completed for each of vehicles 100A and 100B.

[0110] After that, when the start time of the charging time zone approaches, each of the parked vehicles 100A and 100B starts a series of processes shown in FIG. 4. This series of processes is executed before the start of charging by the vehicles 100A and 100B. As a result, information including the positions and states of the vehicles is shared between the vehicle 100A and the vehicle 100B (S15), a charging schedule is determined by the vehicle 100A (master vehicle) (S17), and the charging schedule is shared between the vehicles 100A and 100B (S18). Hereinafter, an example in which the charging schedule includes a first charge and a second charge, and the first charge and the second charge are assigned to the vehicle 100A and the vehicle 100B, respectively, will be described.

[0111] When the start time of the first charge arrives, the vehicle 100A starts a series of processes shown in FIG. 9. As a result, the first charge by the vehicle 100A is executed (S22), the start of the first charge is notified to the mobile terminal 500A (S23), and the end of the first charge is notified to each of the mobile terminal 500A and the vehicle 100B (S25).

[0112] Upon receiving the above notification of the end of the first charge (corresponding to a charging instruction), the vehicle 100B starts a series of processes shown in FIG. 10. As a result, the second charge by the vehicle 100B is executed (S32), the start of the second charge is notified to the mobile terminal 500B (S33), and the end of the second charge is notified to the mobile terminal 500B (S35).

[0113] As described above, the charging schedule determination method according to this embodiment includes each of a plurality of target vehicles (vehicles 100A and 100B) having information indicating schedule conditions (see FIG. 3) performing charging preparation for a power storage device (battery 11) mounted on the target vehicle (see FIG. 2), and determining a charging schedule for the plurality of target vehicles before charging starts by the plurality of target vehicles (see FIG. 4). Determining the charging schedule for the plurality of target vehicles includes a master vehicle, which is one of the plurality of target vehicles, acquiring information indicating the vehicle state from other target vehicles (slave vehicles) (S15 in FIG. 4), and the master vehicle determining the charging schedule for the plurality of target vehicles using the schedule conditions and the vehicle state of each target vehicle (S17 in FIG. 4). In such a method, it is the target vehicle (master vehicle) to be charged, rather than the power supply side system (such as EMS), that determines the charging schedule before charging starts. Thereby, charging by the plurality of target vehicles can be executed according to an appropriate schedule.

[0114] The start condition of the process shown in FIG. 4 above can be set arbitrarily. For example, when the target vehicle is in a parked state (for example, when the start switch 70 is turned off), the target vehicle may transmit a parking signal within the communication range of V2V communication. Then, when another target vehicle in the parked state receives the parking signal, it may return a signal indicating that V2V communication has been established to the target vehicle. Then, based on the establishment of V2V communication, these plurality of target vehicles may start the series of processes shown in FIG. 4 simultaneously.

[0115] In the process shown in FIG. 4 above, one master vehicle selected from a plurality of target vehicles determines the charging schedule for each target vehicle. However, it is not essential to select a master vehicle. For example, S16 in FIG. 4 may be omitted, and in S17 in FIG. 4, each of the plurality of target vehicles may determine its own charging schedule, and in S18 in FIG. 4, those charging schedules may be shared among the target vehicles. Note that the schedule conditions and vehicle setting information may be shared among the target vehicles each time they are updated by the user.

[0116] In the above-described embodiment, the number of target vehicles is two. However, the number of target vehicles may be three or more and nine or less, or may be ten or more. Further, the vehicle setting information is not limited to the information shown in FIG. 3. The vehicle setting information may further include at least one of the rated charging power and the scheduled departure time, in addition to or instead of the SOC reference value and the target SOC value. The ECU 150 (planning unit P2) may determine the charging schedule for each target vehicle in consideration of the scheduled departure time of each target vehicle. In a form where the number of target vehicles is three or more, the number of simultaneous charging vehicles may be set to two or more. The number of simultaneous charging vehicles may be variable. For example, when the total charging power value of a plurality of target vehicles to be charged simultaneously is lower than a predetermined value (for example, the electric capacity determined for the building 300), the ECU 150 (planning unit P2) determines the charging schedule so as to allow the simultaneous charging of those target vehicles, and when the total charging power value exceeds the above predetermined value, the ECU 150 (planning unit P2) may determine the charging schedule so as to avoid the simultaneous charging of those target vehicles.

[0117] The power supply port is not limited to the outlet, and may be the plug of the EVSE. Further, the vehicles 100A and 100B may share information via the cloud server 1000. FIG. 13 is a diagram showing a modification of the form shown in FIG. 5.

[0118] Referring to FIG. 13, the charging system according to this modification includes EVSEs 1001 and 1002 instead of the outlet devices 330A and 330B. The EVSEs 1001 and 1002 are installed, for example, within the premises of the building 300 (FIG. 1) and receive power supply from a common distribution board 320. The distribution board 320 receives power supply from the power grid. Each of the EVSEs 1001 and 1002 includes a housing (main body part) having a built-in circuit and a charging cable connected to the housing. The connector (tip part) of the charging cable is configured to be connectable to the inlet 60 (FIG. 2) of the target vehicle. In this modification, the connector of the charging cable functions as a power supply port for the xEV (electric vehicle).

[0119] In this modification example, vehicles 100A and 100B share information via cloud server 1000. In S15 of FIG. 4, each of vehicles 100A and 100B transmits information indicating the schedule conditions held by the vehicle itself, the position and state of the vehicle itself, to cloud server 1000, and each of vehicles 100A and 100B receives information of other vehicles from cloud server 1000. S16 of FIG. 4 is omitted, and in S17, cloud server 1000 determines a charging schedule based on the latest schedule conditions and the states of each target vehicle. Then, in S18 of FIG. 4, each of vehicles 100A and 100B receives its own charging schedule from cloud server 1000.

[0120] As described above, the charging schedule determination method according to the modification example shown in FIG. 13 includes that each of a plurality of target vehicles (vehicles 100A and 100B) holding information indicating schedule conditions (see FIG. 3) prepares for charging of a power storage device (battery 11) mounted on the target vehicle (see FIG. 2), and before the start of charging by the plurality of target vehicles, each of the plurality of target vehicles acquires a charging schedule (see FIG. 4). Each of the plurality of target vehicles acquiring a charging schedule includes transmitting information indicating schedule conditions and vehicle states to cloud server 1000 (a computer on the cloud) (S15 in FIG. 4), and each of the plurality of target vehicles receiving the charging schedule determined by cloud server 1000 from cloud server 1000 (S18 in FIG. 4). In such a method, a computer on the cloud, rather than a power supply side system (such as EMS), determines the charging schedule. And each target vehicle to be charged receives the charging schedule from the computer on the cloud before the start of charging. Thereby, charging by a plurality of target vehicles can be executed according to an appropriate schedule. In addition, in a form in which an outlet is adopted as the power supply port (see FIGS. 1 and 2), the above cloud server 1000 may be adopted.

[0121] The power grid 710 is not limited to a large-scale AC grid, and may be a microgrid or a DC (direct current) grid. The power exchanged between the target vehicle and the power supply port is not limited to AC power, and may be DC power.

[0122] At least some of the functions of the mobile terminal 500 (particularly, the functions related to communication and display) may be implemented in a terminal (e.g., HMI 81 or NAVI 82) mounted on the target vehicle. In such a form, HMI 81 or NAVI 82 functions as a user terminal. Alternatively, the mobile terminal 500 and HMI 81 or NAVI 82 may cooperate to function as a user terminal.

[0123] The configuration of the target vehicle is not limited to the configuration described above (see FIG. 2). For example, the target vehicle may be provided with a charge-discharge device (charge-discharge circuit) instead of a charger (charging circuit). The target vehicle may be configured to enable wireless charging. The ECU 150 of the target vehicle to be wirelessly charged may determine that the above-mentioned first preparation requirement is satisfied when the alignment between the power receiving circuit (e.g., power receiving coil) mounted on the target vehicle and the power supply circuit (e.g., power supply coil) on the power supply facility side is completed in S13 of FIG. 4.

[0124] The target vehicle may be an xEV other than a BEV (PHEV, FCEV, range extender EV, etc.). The target vehicle may be provided with a solar panel. The target vehicle may be configured to enable autonomous driving or may be equipped with a flight function. The target vehicle is not limited to a four-wheel passenger car and may be a bus or a truck. The target vehicle may be a MaaS (Mobility as a Service) vehicle. A MaaS vehicle is a vehicle managed by a MaaS operator. The target vehicle may be a vehicle capable of traveling unmanned (e.g., a robot taxi, an automated guided vehicle (AGV), or an agricultural machine). The target vehicle may be an unmanned or single-passenger small BEV (e.g., a three-wheel BEV, a last-mile BEV, or an electric scooter).

[0125] The above-described various modifications may be implemented in any combination. The embodiments disclosed this time should be considered as illustrative in all respects and not restrictive. The scope of the present invention is shown by the claims rather than the description of the above embodiments, and it is intended that all modifications within the meaning and scope equivalent to the claims are included.

Description of Reference Numerals

[0126] 11 Battery, 20 MG, 60 Inlet, 61 Charger, 62 Charge Relay, 70 Start Switch, 81 HMI, 82 NAVI, 90 Communication Device, 100, 100A, 100B Vehicle, 150 ECU, 151 Processor, 152 RAM, 153 Storage Device, 300 Building, 310 Smart Meter, 320 Distribution Board, 330, 330A, 330B Outlet Device, 340, 340A, 340B Charge Cable, 500, 500A, 500B Portable Terminal, 700 Power System, 710 Power Grid, 720 Substation System, 1000 Cloud Server, 1001, 1002 EVSE, P1 Communication Unit, P2 Planning Unit, P3 Charge Control Unit, U1, U2 User.

Claims

1. A charging system including a plurality of target vehicles, each of the plurality of target vehicles includes a power storage device that can be charged using power from outside the vehicle, each of the plurality of target vehicles holds information indicating schedule conditions for determining a charging schedule based on the vehicle state, before starting charging by the plurality of target vehicles, after the plurality of target vehicles exchange information indicating the vehicle state with each other, at least one of the plurality of target vehicles uses the schedule conditions and the vehicle state of each target vehicle to determine the charging schedule of the plurality of target vehicles, the schedule conditions include a first condition that defines charging to be prioritized based on the vehicle state, a second condition that defines charging to be postponed based on the vehicle state, and a preset priority order for each of the plurality of target vehicles, at least one of the plurality of target vehicles determines a charging schedule for charging that does not fall under either the charging prioritized by the first condition or the charging postponed by the second condition for the charging schedule of the plurality of target vehicles, using the priority order, a charging system.

2. the vehicle state includes the SOC of the power storage device, the schedule conditions define prioritizing charging of a target vehicle whose SOC of the power storage device is below the SOC reference value, at least one of the plurality of target vehicles is configured to determine the charging order of the plurality of target vehicles so that charging of the target vehicle whose SOC of the power storage device is below the SOC reference value starts earlier preferentially, the charging system according to claim 1.

3. the schedule conditions include a charging time zone indicating the time zone during which charging by the target vehicle is executed, at least one of the plurality of target vehicles is configured to determine the charging start time and the charging end time of the plurality of target vehicles so that all charging of the plurality of target vehicles starts and ends within the charging time zone, the charging system according to claim 1.

4. the schedule conditions include an upper limit number indicating the number of target vehicles that can be charged simultaneously, at least one of the plurality of target vehicles is configured to determine the charging schedule of the plurality of target vehicles so that the number of target vehicles charging simultaneously does not exceed the upper limit number, the charging system according to claim 1.

5. When the charging system further includes a user terminal operable by a user of each of the plurality of target vehicles, the user terminal includes at least one of an in-vehicle terminal mounted on the target vehicle and a mobile terminal carried by the user of the target vehicle, the plurality of target vehicles share the charging schedule determined before the start of charging through mutual communication, The charging system according to any one of claims 1 to 4, wherein the user terminal for each of the target vehicles is configured to display the charging schedule of the target vehicle.

6. When the target vehicle that has started charging the power storage device according to the charging schedule finishes charging the power storage device, it transmits a charging end signal to the target vehicle that is scheduled to start charging next according to the charging schedule, and the target vehicle that has received the charging end signal starts charging the power storage device. The charging system according to any one of claims 1 to 4.

7. The charging system further includes a plurality of power supply ports that receive power supply from a common distribution board, When the plurality of target vehicles attempt to charge the power storage device using the plurality of power supply ports, the charging schedule is determined before the start of charging by the plurality of target vehicles. When the plurality of target vehicles attempt to charge the power storage device without using the plurality of power supply ports, the determination of the charging schedule is not executed. The charging system according to any one of claims 1 to 4.

8. Each of the plurality of target vehicles having information indicating schedule conditions performs charging preparation for a power storage device mounted on the target vehicle, Before the start of charging by the plurality of target vehicles, determining the charging schedule of the plurality of target vehicles, A charging schedule determination method, comprising: The schedule conditions include a first condition that defines priority charging based on the vehicle state, a second condition that defines charging to be postponed based on the vehicle state, and a preset priority for each of the plurality of target vehicles. Determining the charging schedule of the plurality of target vehicles includes: One of the plurality of target vehicles acquires information indicating the vehicle state from other target vehicles, The one target vehicle determines the charging schedule of the plurality of target vehicles using the schedule conditions and the vehicle state of each target vehicle. The one target vehicle determines a schedule for charging that does not fall under either the charging prioritized under the first condition or the charging postponed under the second condition for the charging schedules of the plurality of target vehicles, using the priority order. A charging schedule determination method, including this.

9. Each of the plurality of target vehicles having information indicating schedule conditions performs charging preparation for a power storage device mounted on the target vehicle. Before starting charging by the plurality of target vehicles, each of the plurality of target vehicles acquires a charging schedule. A charging schedule determination method, including this. The schedule conditions include a first condition that defines charging to be prioritized based on the vehicle state, a second condition that defines charging to be postponed based on the vehicle state, and a priority order preset for each of the plurality of target vehicles. For each of the plurality of target vehicles to acquire the charging schedule: Each of the plurality of target vehicles transmits information indicating the schedule conditions and the vehicle state to a computer on the cloud. The computer determines the charging schedules of the plurality of target vehicles using the schedule conditions and the vehicle state of each target vehicle. The computer determines a schedule for charging that does not fall under either the charging prioritized under the first condition or the charging postponed under the second condition for the charging schedules of the plurality of target vehicles, using the priority order. Each of the plurality of target vehicles receives the charging schedule determined by the computer from the computer. A charging schedule determination method, including this.

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